U.S. patent application number 16/596193 was filed with the patent office on 2020-11-12 for power transmission apparatus for vehicle.
This patent application is currently assigned to Hyundai Motor Company. The applicant listed for this patent is Hyundai Motor Company, Kia Motors Corporation. Invention is credited to Wonmin Cho, Seong Wook Hwang, Seongwook Ji, Chon Ok Kim, Ki Tae Kim, Hyun Sik Kwon, Sun Sung Kwon, Juhyeon PARK, Ilhan Yoo.
Application Number | 20200355266 16/596193 |
Document ID | / |
Family ID | 1000004391579 |
Filed Date | 2020-11-12 |
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United States Patent
Application |
20200355266 |
Kind Code |
A1 |
PARK; Juhyeon ; et
al. |
November 12, 2020 |
POWER TRANSMISSION APPARATUS FOR VEHICLE
Abstract
A power transmission apparatus configured for a vehicle, may
include a first input shaft selectively connectable to an engine
output shaft, a second input shaft mounted coaxial with the first
input shaft and selectively connectable to the engine output shaft,
a third input shaft external to the second input shaft and
selectively connectable to the engine output shaft, a torque
mediating shaft mounted coaxial with the first input shaft, first
and second intermediate shafts, an idle shaft, a first shifting
section including five gear sets, the first and second intermediate
shafts, the torque mediating shaft and the idle shaft, a second
shifting section including a planetary gear set having a sun gear
fixedly connected to the torque mediating shaft, and an output
shaft mounted coaxial with and selectively connectable to the first
intermediate shaft and outputting a torque from the first and
second shifting sections.
Inventors: |
PARK; Juhyeon; (Whasung-Si,
KR) ; Hwang; Seong Wook; (Shasung-Si, KR) ;
Ji; Seongwook; (Whasung-Si, KR) ; Kim; Ki Tae;
(Whasung-Si, KR) ; Cho; Wonmin; (Whasung-Si,
KR) ; Kwon; Hyun Sik; (Whasung-Si, KR) ; Yoo;
Ilhan; (Whasung-Si, KR) ; Kwon; Sun Sung;
(Whasung-Si, KR) ; Kim; Chon Ok; (Whasung-Si,
KR) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Hyundai Motor Company
Kia Motors Corporation |
Seoul
Seoul |
|
KR
KR |
|
|
Assignee: |
Hyundai Motor Company
Seoul
KR
Kia Motors Corporation
Seoul
KR
|
Family ID: |
1000004391579 |
Appl. No.: |
16/596193 |
Filed: |
October 8, 2019 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
F16H 61/32 20130101;
F16H 1/46 20130101; F16H 2003/007 20130101; F16H 37/06
20130101 |
International
Class: |
F16H 61/32 20060101
F16H061/32; F16H 1/46 20060101 F16H001/46; F16H 37/06 20060101
F16H037/06 |
Foreign Application Data
Date |
Code |
Application Number |
May 8, 2019 |
KR |
10-2019-0053470 |
Claims
1. A power transmission apparatus for a vehicle, the power
transmission apparatus comprising: a first input shaft selectively
connectable to an engine output shaft fixedly connected to an
engine; a second input shaft formed as a hollow shaft, mounted
coaxial with and external to the first input shaft without
rotational interference therebetween, and selectively connectable
to the engine output shaft; a third input shaft formed as a hollow
shaft, mounted coaxial with and external to the second input shaft,
and selectively connectable to the engine output shaft; a torque
mediating shaft formed as a hollow shaft and mounted coaxial with
and external to the first input shaft without rotational
interference therebetween; first and second intermediate shafts
mounted in parallel with the first input shaft; an idle shaft
mounted in parallel with the second intermediate shaft; a first
shifting section including five gear sets engaged to the first and
third input shafts, the first and second intermediate shafts, the
torque mediating shaft and the idle shaft, wherein the first
shifting section is configured of selectively receiving a torque
from the first and third input shafts, of shifting the received
torque, and of outputting the shifted torque; a second shifting
section including a planetary gear set having a first rotation
element fixedly connected to the torque mediating shaft, wherein
the second shifting section is configured of selectively receiving
torques from the first shifting section and the second input shaft
and outputting shifted torque through one gear set; and an output
shaft mounted coaxial with and selectively connectable to the first
intermediate shaft and outputting a torque from the first and
second shifting sections;
2. The power transmission apparatus of claim 1, wherein the five
gear sets of the first shifting section include: a first gear set
including a first input gear fixedly connected to the first input
shaft, and a first shifting gear rotatably mounted to the first
intermediate shaft and gear-engaged with the first input gear; a
second gear set including a second input gear fixedly connected to
the first input shaft, and a second shifting gear rotatably mounted
to the first intermediate shaft and gear-engaged with the second
input gear; a third gear set including a third input gear fixedly
connected to the third input shaft, and a first gear fixedly
connected to the second intermediate shaft and gear-engaged with
the third input gear; a fourth gear set including a third shifting
gear rotatably mounted to the second intermediate shaft, and a
first idle gear fixedly connected to the idle shaft and
gear-engaged with the third shifting gear; and a fifth gear set
including a fourth shifting gear rotatably mounted to the second
intermediate shaft, a second gear fixedly connected to the torque
mediating shaft and gear-engaged with the fourth shifting gear, a
second idle gear fixedly connected to the idle shaft and
gear-engaged with the second gear, and a third gear fixedly
connected to the first intermediate shaft and gear-engaged with the
second gear.
3. The power transmission apparatus of claim 2, further including:
a first synchronizer configured for selectively connecting the
first shifting gear or the second shifting gear to the first
intermediate shaft; and a second synchronizer configured for
selectively connecting the third shifting gear or the fourth
shifting gear to the second intermediate shaft.
4. The power transmission apparatus of claim 2, wherein a gear
ratio of the first gear set is used for a first forward speed and a
seventh forward speed, wherein a gear ratio of the second gear set
is used for a third forward speed and a fifth forward speed,
wherein gear ratios of the third and fourth gear sets are used for
an eighth forward speed, and wherein gear ratios of the third and
fifth gear sets are for a second forward speed and a sixth forward
speed.
5. The power transmission apparatus of claim 2, wherein a second
rotation element of the planetary gear set is fixedly connected to
the second input shaft and a third rotation element of the
planetary gear set is gear-engaged with the output shaft through a
sixth gear set, and wherein the one gear set is the sixth gear
set.
6. The power transmission apparatus of claim 5, wherein the sixth
gear set includes: a fourth gear fixedly connected to the third
rotation element of the planetary gear set; and a fifth gear
fixedly connected to the output shaft and gear-engaged with the
fourth gear.
7. The power transmission apparatus of claim 5, wherein the
planetary gear set is a single pinion planetary gear set including
a sun gear, a planet carrier and a ring gear as the first rotation
element, the second rotation element and the third rotation
element, respectively.
8. The power transmission apparatus of claim 1, further includes
four clutches.
9. The power transmission apparatus of claim 8, wherein the four
clutches include: a first clutch mounted between the engine output
shaft and the first input shaft; a second clutch mounted between
the engine output shaft and the second input shaft; a third clutch
mounted between the engine output shaft and the third input shaft;
and a fourth clutch mounted between the first intermediate shaft
and the output shaft.
10. The power transmission apparatus of claim 1, wherein the first
shifting section and the second shifting section are mounted in
series of the second shifting section and the first shifting
section from a side of the engine output shaft.
11. The power transmission apparatus of claim 5, further including:
a brake mounted between the first intermediate shaft and a
transmission housing.
12. The power transmission apparatus of claim 11, wherein a gear
ratio of the first gear set is used for a first forward speed and a
seventh forward speed, wherein a gear ratio of the second gear set
is used for a third forward speed and a fifth forward speed,
wherein gear ratios of the third and fourth gear sets are used for
a ninth forward speed and a reverse speed, and wherein gear ratios
of the third and fifth gear sets are for a second forward speed and
a sixth forward speed.
13. The power transmission apparatus of claim 5, further including:
a brake mounted between the first intermediate shaft and a
transmission housing; and a motor/generator gear-engaged with the
idle shaft.
14. The power transmission apparatus of claim 13, further
including: a fourth input gear fixedly connected to a motor shaft
of the motor/generator and gear-engaged with the second idle gear
fixedly mounted on the idle shaft.
15. The power transmission apparatus of claim 14, wherein the fifth
gear set further includes the fourth input gear.
16. The power transmission apparatus of claim 15, wherein a gear
ratio of the first gear set is used for a first forward speed and a
seventh forward speed, wherein a gear ratio of the second gear set
is used for a third forward speed and a fifth forward speed,
wherein gear ratios of the third and fourth gear sets are used for
a ninth forward speed and a reverse speed, and wherein gear ratios
of the third and fifth gear sets are for a second forward speed and
a sixth forward speed.
17. The power transmission apparatus of claim 5, further including:
a brake mounted between the first intermediate shaft and a
transmission housing; and a motor/generator selectively connectable
to the engine output shaft.
18. The power transmission apparatus of claim 17, wherein a rotor
of the motor/generator is selectively connectable to the engine
output shaft through an engine clutch mounted between the rotor and
the engine output shaft.
19. The power transmission apparatus of claim 17, wherein a gear
ratio of the first gear set is used for a first forward speed and a
seventh forward speed, wherein a gear ratio of the second gear set
is used for a third forward speed and a fifth forward speed,
wherein gear ratios of the third and fourth gear sets are used for
a ninth forward speed and a reverse speed, and wherein gear ratios
of the third and fifth gear sets are for a second forward speed and
a sixth forward speed.
20. The power transmission apparatus of claim 17, wherein a rotor
of the motor/generator is selectively connectable to the first,
second, and third input shafts through first, second, and third
clutches, respectively, wherein the first clutch is mounted between
the engine output shaft and the first input shaft, wherein the
second clutch is mounted between the engine output shaft and the
second input shaft, and wherein the third clutch is mounted between
the engine output shaft and the third input shaft.
Description
CROSS-REFERENCE TO RELATED APPLICATION
[0001] The present application claims priority to Korean Patent
Application No. 10-2019-0053470 filed on May 8, 2019, the entire
contents of which is incorporated herein for all purposes by this
reference.
BACKGROUND OF THE INVENTION
Field of the Invention
[0002] The present invention relates to a power transmission
apparatus for a vehicle. More particularly, the present invention
relates to a power transmission apparatus for a vehicle for
realizing multiple shifting stages by adding one planetary gear set
in a dual clutch transmission structure and achieving the vehicle
to run in an electric vehicle mode and a parallel hybrid mode by
adding one motor/generator.
Description of Related Art
[0003] An environmentally-friendly technology of a vehicle is a
core technology which controls survival of a future vehicle
industry, and advanced vehicle makers have focused their energy on
the development of an environmentally-friendly vehicle to achieve
environmental and fuel efficiency regulations.
[0004] An electric vehicle (EV) or a hybrid electric vehicle (HEV)
that utilizes electrical energy, or a double clutch transmission
(DCT) improving efficiency and convenience of a transmission may be
examples of such a future vehicle technology.
[0005] The dual-clutch transmission (DCT) may include two clutch
devices and a gear train of a manual transmission. The DCT
selectively transmits torque input from an engine to two input
shafts through two clutches, changes the torque selectively
transmitted to the two input shafts through the gear train, and
outputs the changed torque.
[0006] The DCT is used to realize a compact transmission achieving
a forward speed higher than a fifth forward speed. The DCT is used
as an automated manual transmission that does not require a
driver's manual manipulation by controlling two clutches and
synchronizing devices by a controller.
[0007] Compared with an automatic transmission with planetary gear
sets, the DCT has excellent power delivery efficiency, simplifies
change and addition of components for achieving multiple gear
stages, and improves fuel economy.
[0008] The information included in this Background of the present
invention section is only for enhancement of understanding of the
general background of the present invention and may not be taken as
an acknowledgement or any form of suggestion that this information
forms the prior art already known to a person skilled in the
art.
BRIEF SUMMARY
[0009] Various aspects of the present invention are directed to
providing a power transmission apparatus configured for a vehicle
having advantages of realizing multiple shifting stages by adding
one planetary gear set in a dual clutch transmission structure and
achieving the vehicle to run in an engine driving mode, an electric
vehicle mode and a parallel hybrid mode by adding one
motor/generator, simplifying its internal structure by reducing the
number of components, improving fuel economy by minimizing the
weight, and improve the mountability by reducing the volume.
[0010] A power transmission apparatus configured for a vehicle
according to one or a plurality of exemplary embodiments of the
present invention may include a first input shaft selectively
connectable to an engine output shaft, a second input shaft formed
as a hollow shaft, mounted coaxial with and external to the first
input shaft without rotational interference therebetween, and
selectively connectable to the engine output shaft, a third input
shaft formed as a hollow shaft, mounted coaxial with and external
to the second input shaft, and selectively connectable to the
engine output shaft, a torque mediating shaft formed as a hollow
shaft and mounted coaxial with and external to the first input
shaft without rotational interference therebetween, first and
second intermediate shafts mounted in parallel with the first input
shaft, an idle shaft mounted in parallel with the second
intermediate shaft, a first shifting section including five gear
sets mounted on the first and third input shafts, the first and
second intermediate shafts, the torque mediating shaft and the idle
shaft, and the first shifting section selectively receiving a
torque from the first and third input shafts, shifting the received
torque and outputting the shifted torque, a second shifting section
including a planetary gear set having a sun gear fixedly connected
to the torque mediating shaft, and the second shifting section
selectively receiving torques from the first shifting section and
the second input shaft and outputting shifted torque through one
gear set, and an output shaft mounted coaxial with and selectively
connectable to the first intermediate shaft and outputting a torque
from the first and second shifting sections;
[0011] The first shifting section may include a first gear set
including a first input gear fixedly connected to the first input
shaft, and a first shifting gear rotatably mounted to the first
intermediate shaft and externally gear-meshed with the first input
gear, a second gear set including a second input gear fixedly
connected to the first input shaft, and a second shifting gear
rotatably mounted to the first intermediate shaft and externally
gear-meshed with the second input gear, a third gear set including
a third input gear fixedly connected to the third input shaft, and
a first external gear fixedly connected to the second intermediate
shaft and externally gear-meshed with the third input gear, a
fourth gear set including a third shifting gear rotatably mounted
to the second intermediate shaft, and a first idle gear fixedly
connected to the idle shaft and externally gear-meshed with the
third shifting gear, and a fifth gear set including a fourth
shifting gear rotatably mounted to the second intermediate shaft, a
second external gear fixedly connected to the torque mediating
shaft and externally gear-meshed with the fourth shifting gear, a
second idle gear fixedly connected to the idle shaft and externally
gear-meshed with the second external gear, and a third external
gear fixedly connected to the first intermediate shaft and
externally gear-meshed with the second external gear.
[0012] The power transmission apparatus may further include a first
synchronizer selectively synchronously connecting the first
shifting gear or the second shifting gear to the first intermediate
shaft, and a second synchronizer selectively synchronously
connecting the third shifting gear or the fourth shifting gear to
the second intermediate shaft.
[0013] A gear ratio of the first gear set may be used for the first
forward speed and the seventh forward speed, a gear ratio of the
second gear set may be used for the third forward speed and the
fifth forward speed, gear ratios of the third and fourth gear sets
may be used for the eighth forward speed, and gear ratios of the
third and fifth gear sets may be for the second forward speed and
the sixth forward speed.
[0014] A planet carrier of the planetary gear set may be fixedly
connected to the second input shaft and a ring gear of the
planetary gear set may be externally gear-meshed with the output
shaft through a sixth gear set.
[0015] The sixth gear set may include a fourth external gear
fixedly connected to the ring gear of the planetary gear set, and a
fifth external gear fixedly connected to the output shaft and
externally gear-meshed with the fourth external gear.
[0016] The planetary gear set may be a single pinion planetary gear
set.
[0017] The power transmission apparatus may further include four
clutches each of which facilitating selective connection.
[0018] The four clutches may include a first clutch mounted between
the engine output shaft and the first input shaft, a second clutch
mounted between the engine output shaft and the second input shaft,
a third clutch mounted between the engine output shaft and the
third input shaft, and a fourth clutch mounted between the first
intermediate shaft and the output shaft.
[0019] The second shifting section and the first shifting section
may be mounted in a listed order from an opposite side of the
engine output shaft.
[0020] The power transmission apparatus may further include a brake
mounted between the first intermediate shaft and a transmission
housing.
[0021] A gear ratio of the first gear set may be used for the first
forward speed and the seventh forward speed, a gear ratio of the
second gear set may be used for the third forward speed and the
fifth forward speed, gear ratios of the third and fourth gear sets
may be used for the ninth forward speed and the reverse speed, and
gear ratios of the third and fifth gear sets may be for the second
forward speed and the sixth forward speed.
[0022] The power transmission apparatus may further include a brake
mounted between the first intermediate shaft and a transmission
housing, and a motor/generator externally gear-meshed with the idle
shaft.
[0023] The power transmission apparatus may further include a
fourth input gear fixedly connected to a motor shaft of the
motor/generator and externally gear-meshed with the second idle
gear fixedly mounted on the idle shaft.
[0024] The fifth gear set may further include the fourth input
gear. A gear ratio of the first gear set may be used for the first
forward speed and the seventh forward speed, a gear ratio of the
second gear set may be used for the third forward speed and the
fifth forward speed, gear ratios of the third and fourth gear sets
may be used for the ninth forward speed and the reverse speed, and
gear ratios of the third and fifth gear sets may be for the second
forward speed and the sixth forward speed.
[0025] The power transmission apparatus may further include a brake
mounted between the first intermediate shaft and a transmission
housing, and a motor/generator selectively connectable to the
engine output shaft.
[0026] A rotor of the motor/generator may be selectively
connectable to the engine output shaft through an engine clutch
mounted between the rotor and the engine output shaft.
[0027] A gear ratio of the first gear set may be used for the first
forward speed and the seventh forward speed, a gear ratio of the
second gear set may be used for the third forward speed and the
fifth forward speed, gear ratios of the third and fourth gear sets
may be used for the ninth forward speed and the reverse speed, and
gear ratios of the third and fifth gear sets may be for the second
forward speed and the sixth forward speed.
[0028] A rotor of the motor/generator may be selectively
connectable to the first, second, and third input shafts through a
first, second, and third clutches, respectively.
[0029] A power transmission apparatus configured for a vehicle
according to various exemplary embodiments of the present invention
may realize eight forward speeds and one reverse speed by adding
one planetary gear set in a dual clutch transmission structure and
simplify its internal structure by reducing the number of
components, improving fuel economy by minimizing the weight, and
improve the mountability by reducing the volume.
[0030] A power transmission apparatus configured for a vehicle
according to various exemplary embodiments of the present invention
may realize nine forward speeds and one reverse speed by further
adding one brake to the power transmission apparatus configured for
a vehicle according to the various exemplary embodiments of the
present.
[0031] A power transmission apparatus configured for a vehicle
according to various exemplary embodiments of the present invention
may realize e-CVT mode by further adding one motor/generator to the
power transmission apparatus configured for a vehicle according to
the various exemplary embodiments of the present.
[0032] A power transmission apparatus configured for a vehicle
according to various exemplary embodiments of the present invention
may realize an electric vehicle mode and a parallel hybrid mode by
changing a position of the motor/generator of the power
transmission apparatus configured for a vehicle according to the
various exemplary embodiments of the present.
[0033] Furthermore, effects which may be obtained or expected from
exemplary embodiments of the present invention are directly or
suggestively described in the following detailed description. That
is, various effects expected from exemplary embodiments of the
present invention will be described in the following detailed
description.
[0034] The methods and apparatuses of the present invention have
other features and advantages which will be apparent from or are
set forth in more detail in the accompanying drawings, which are
incorporated herein, and the following Detailed Description, which
together serve to explain certain principles of the present
invention.
BRIEF DESCRIPTION OF THE DRAWINGS
[0035] FIG. 1 is a schematic view of a power transmission apparatus
configured for a vehicle according to various exemplary embodiments
of the present invention.
[0036] FIG. 2 is a shifting operation chart for a power
transmission apparatus configured for a vehicle according to
various exemplary embodiments of the present invention.
[0037] FIG. 3 is a schematic view of a power transmission apparatus
configured for a vehicle according to various exemplary embodiments
of the present invention.
[0038] FIG. 4 is a shifting operation chart for a power
transmission apparatus configured for a vehicle according to
various exemplary embodiments of the present invention.
[0039] FIG. 5 is a schematic view of a power transmission apparatus
configured for a vehicle according to various exemplary embodiments
of the present invention.
[0040] FIG. 6 is a shifting operation chart for a power
transmission apparatus configured for a vehicle according to
various exemplary embodiments of the present invention.
[0041] FIG. 7 is a schematic view of a power transmission apparatus
configured for a vehicle according to various exemplary embodiments
of the present invention.
[0042] FIG. 8 is a shifting operation chart for a power
transmission apparatus configured for a vehicle according to
various exemplary embodiments of the present invention.
[0043] It may be understood that the appended drawings are not
necessarily to scale, presenting a somewhat simplified
representation of various features illustrative of the basic
principles of the present invention. The specific design features
of the present invention as included herein, including, for
example, specific dimensions, orientations, locations, and shapes
will be determined in part by the particularly intended application
and use environment.
[0044] In the figures, reference numbers refer to the same or
equivalent portions of the present invention throughout the several
figures of the drawing.
DETAILED DESCRIPTION
[0045] Reference will now be made in detail to various embodiments
of the present invention(s), examples of which are illustrated in
the accompanying drawings and described below. While the present
invention(s) will be described in conjunction with exemplary
embodiments of the present invention, it will be understood that
the present description is not intended to limit the present
invention(s) to those exemplary embodiments. On the other hand, the
present invention(s) is/are intended to cover not only the
exemplary embodiments of the present invention, but also various
alternatives, modifications, equivalents and other embodiments,
which may be included within the spirit and scope of the present
invention as defined by the appended claims.
[0046] Exemplary embodiments of the present application will be
described more fully hereinafter with reference to the accompanying
drawings, in which exemplary embodiments of the present invention
are shown. As those skilled in the art would realize, the described
embodiments may be modified in various different ways, all without
departing from the spirit or scope of the present invention.
[0047] The drawings and description are to be regarded as
illustrative in nature and not restrictive, and like reference
numerals designate like elements throughout the specification.
[0048] In the following description, dividing names of components
into first, second and the like is to divide the names because the
names of the components are the same as each other and an order
thereof is not particularly limited.
[0049] FIG. 1 is a schematic view of a power transmission apparatus
configured for a vehicle according to an exemplary embodiment of
the present invention.
[0050] Referring to FIG. 1, a power transmission apparatus
configured for a vehicle according to various exemplary embodiments
of the present invention may include an engine ENG first, second,
and third input shafts IS1, IS2, and IS3, a torque mediating shaft
TMS, first and second intermediate shafts CS1 and CS2, an idle
shaft IDS, first and second shifting sections TM1 and TM2 and an
output shaft OS.
[0051] The engine ENG is a primary power source and a variety of
typical engines such as a gasoline engine or a diesel engine that
utilizes fossil fuel may be used as the engine ENG.
[0052] A torque from the engine ENG is shifted into a plurality of
fixed shifting stages in the first shifting section TM1, and a
torque selectively transmitted from the engine ENG through the
second input shaft IS2 and the first shifting section TM1 are
shifted into a plurality of shifting stages in the second shifting
section TM2 and output through the output shaft OS.
[0053] The first, second, third input shaft IS1, IS2, and IS3 and
the torque mediating shaft TMS are coaxially mounted and the first
and second intermediate shafts CS1 and CS2, the output shaft OS and
the idle shaft IDS are parallel with the first, second, third input
shaft IS1, IS2, and IS3 and the torque mediating shaft TMS and the
first intermediate shaft CS1 and the output shaft OS are coaxially
mounted and selectively connectable to each other.
[0054] The first input shaft IS1 is selectively connectable to the
engine output shaft EOS and the first input shaft IS1 receives the
torque of the engine ENG and selectively transmits to the first
intermediate shaft CS1 of the first shifting section TM1.
[0055] The second input shaft IS2 is formed as a hollow shaft,
coaxially and externally mounted with the first input shaft IS1
without rotational interference therebetween, and selectively
connectable to the engine output shaft EOS for transferring the
torque of the engine ENG to the second shifting section TM2.
[0056] The third input shaft IS3 is formed as a hollow shaft,
coaxially and externally mounted with the second input shaft IS2
without rotational interference therebetween, and selectively
connectable to the engine output shaft EOS for transferring the
torque of the engine ENG to the second intermediate shaft CS2 of
the first shifting section TM1
[0057] The torque mediating shaft TMS is formed as a hollow shaft
and coaxially and externally mounted with the first input shaft IS1
without rotational interference therebetween.
[0058] The first shifting section TM1 includes first, second, third
fourth, and fifth gear sets GT1, GT2, GT3, GT4 and GT5 mounted on
the first and third input shafts IS1 and IS3, the first and second
intermediate shafts CS1 and CS2, the idle shaft IDS, and the torque
mediating shaft TMS.
[0059] The second shifting section TM2 includes a planetary gear
set PG including three rotation elements and the planetary gear set
PG is a single pinion planetary gear set. The planetary gear set PG
includes a sun gear S, a planet carrier PC rotatably supporting a
plurality of pinion gears P externally gear-meshed with the sun
gear S, and a ring gear R internally gear-meshed with the plurality
of pinion gears P.
[0060] The planetary gear set PG is mounted between the second
input shaft IS2 and the torque mediating shaft TMS. The sun gear S
is fixedly connected to the torque mediating shaft TMS, the planet
carrier PC is fixedly connected to the second input shaft IS2, and
the ring gear R is external gear connected to the output shaft OS
through a sixth gear set GT6.
[0061] The first gear set GT1 includes a first input gear IG1
fixedly connected to the first input shaft IS1, and a first
shifting gear SG1 mounted coaxial with and external to the first
intermediate shaft CS1 and externally gear-meshed with the first
input gear IG1.
[0062] The second gear set GT2 includes a second input gear IG2
fixedly connected to the first input shaft IS1, and a second
shifting gear SG2 mounted coaxial with and external to the first
intermediate shaft CS1 and externally gear-meshed with the second
input gear IG2.
[0063] The third gear set GL3 includes a third input gear IG3
fixedly connected to the third input shaft IS3, and a first
external gear EG1 fixedly connected to the second intermediate
shaft CS2 and externally gear-meshed with the third input gear
IG3.
[0064] The fourth gear set GT4 includes a third shifting gear SG3
mounted coaxial with and external to the second intermediate shaft
CS2, and a first idle gear IDG1 fixedly connected to the idle shaft
IDS and externally gear-meshed with the third shifting gear
SG3.
[0065] The fifth gear set GT5 includes a fourth shifting gear SG4,
a second external gear EG2, a second idle gear IDG2, and a third
external gear EG3. The fourth shifting gear SG4 is mounted coaxial
with and external to the second intermediate shaft CS2. The second
external gear EG2 is fixedly connected to the torque mediating
shaft TMS and externally gear-meshed with the fourth shifting gear
SG4. The second idle gear IDG2 is fixedly connected to the idle
shaft IDs and externally gear-meshed with the second external gear
EG2 and the third external gear EG3 is fixedly connected to the
first intermediate shaft CS1 and externally gear-meshed with the
second external gear EG2.
[0066] The sixth gear set GT6 includes a fourth external gear EG4
fixedly connected to the ring gear R of the planetary gear set PG
and a fifth external gear EG5 fixedly connected to the output shaft
OS and externally gear-meshed with the fourth external gear
EG4.
[0067] A first synchronizer SN1 selectively synchronously connects
the first shifting gear SG1 or the second shifting gear SG2 to the
first intermediate shaft CS1.
[0068] A second synchronizer SN2 selectively synchronously connects
the third shifting gear SG3 or the fourth shifting gear SG4 to the
second intermediate shaft CS2.
[0069] Gear ratios of the first, second, third, fourth, fifth, and
sixth gear sets GT1, GT2, GT3, GT4, GT5 and GT6 may be set
according to design factors such as engine and vehicle
specifications. According to the various exemplary embodiments of
the present invention,
[0070] a gear ratio of the first gear set GT1 is used for the first
forward speed and the seventh forward speed, a gear ratio of the
second gear set GT2 is used for the third forward speed and the
fifth forward speed, gear ratios of the third and fourth gear sets
GT3 and GT4 are used for the eighth forward speed, and gear ratios
of the third and fifth gear sets GT3 and GT5 are for the second
forward speed and the sixth forward speed.
[0071] The output shaft OS receives torques input from the fifth
gear set GT5 and the sixth gear set GL6 and transmits the received
torque to a differential DIFF through the output gear OG and the
final reduction gear FDG.
[0072] Furthermore, first to fourth clutches CL1, CL2, CL3, and CL4
are mounted between rotation members such as various shafts.
[0073] The first clutch CL1 is mounted between the engine output
shaft EOS (i.e., engine crankshaft) and the first input shaft IS1
and selectively connects the engine output shaft EOS and first
input shaft IS1.
[0074] The second clutch CL2 is mounted between the engine output
shaft EOS and the second input shaft IS2 and selectively connects
the engine output shaft EOS and the second input shaft IS2.
[0075] The third clutch CL3 is mounted between the engine output
shaft EOS and the third input shaft IS3 and selectively connects
the engine output shaft EOS and the third input shaft IS3.
[0076] The fourth clutch CL4 is mounted between the first
intermediate shaft CS1 and the output shaft OS and selectively
connects the first intermediate shaft CS1 and the output shaft
OS.
[0077] The engagement elements the first, second, third and fourth
clutches CL1, CL2, CL3 and CL4 may be realized as multi-plate
hydraulic pressure friction devices that are frictionally engaged
by hydraulic pressure, however, it may not be understood to be
limited thereto, since various other configuration that are
electrically controllable may be available.
[0078] In the disclosure, when two or more members are described to
be "fixedly connected", where the member may be any of a shaft, an
input shaft, an output shaft, a rotation member, and a transmission
housing, it means that the fixedly connected members always rotate
at a same speed. That is, rotation elements and/or shafts fixedly
interconnected rotate in a same rotating direction and at a same
rotation speed.
[0079] When two or more members are described to be "selectively
connectable" by an engagement element, it means that the
selectively connectable members rotate separately when the
engagement element is not engaged, and rotates at a same speed when
the engagement element is engaged. It may be understood that in the
case that a member is "selectively connectable" with a transmission
housing by an engagement element, the member may be stationary when
the engagement element is engaged.
[0080] The first and second synchronizers SN1 and SN2 may be formed
as a known scheme, and the first and second sleeves SLE1 and SLE2
applied to the first and second synchronizers SN1 and SN2 may be
operated by respective actuators which may be controlled by a
transmission control unit.
[0081] The second shifting section TM2 and the first shifting
section TM1 are mounted in a listed order from an opposite side of
the engine output shaft EOS.
[0082] FIG. 2 is a shifting operation chart for a power
transmission apparatus configured for a vehicle according to the
various exemplary embodiments of the present invention, and the
power transmission apparatus configured for a vehicle according to
the various exemplary embodiments performs shifting operation as
follows.
Reverse Speed
[0083] In reverse speed REV as shown in FIG. 2, the second
intermediate shaft CS2 and the third shifting gear SG3 are
synchronously connected by the sleeve SLE2 of the second
synchronizer SN2 and the third and fourth clutches CL3 and CL4 are
simultaneously operated.
[0084] The torque of engine ENG is transferred to the idle shaft
IDS passing through the engine output shaft EOS, the third input
shaft IS3, the third gear set GT3, the second intermediate shaft
CS2, the second synchronizer SN2, and the fourth gear set GT4 by
the operations of the third clutch CL3 and the second synchronizer
SN2.
[0085] And the torque of the idle shaft IDS is transmitted to the
differential DIFF through the fifth gear set GT5 and the output
shaft OS by the operation of the fourth clutch CL4, realizing the
reverse speed REV.
The First Forward Speed
[0086] In the first forward speed FD1, as shown in FIG. 2, the
first intermediate shaft CS1 and the first shifting gear SG1 are
synchronously connected by the operation of the sleeve SLE1 of the
first synchronizer SN1 and the first and fourth clutches CL1 and
CL4 are operated simultaneously.
[0087] As such, by the operation of the first clutch CL1 and the
first synchronizer SN1, the torque of the engine ENG is transmitted
to the first intermediate shaft CS1 while passing through the
engine output shaft EOS, the first input shaft IS1, the first gear
set GT1, and the first synchronizer SN1.
[0088] And the torque of the first intermediate shaft CS1 is
transmitted to the differential DIFF through the output shaft OS by
the operation of the fourth clutch CL4, realizing the first forward
speed FD1.
The Second Forward Speed
[0089] In the second forward speed FD2, as shown in FIG. 2, the
second intermediate shaft CS2 and the fourth shifting gear SG4 are
synchronously connected by the operation of the sleeve SLE2 of the
second synchronizer SN2 and the third and fourth clutches CL3 and
CL4 are operated simultaneously.
[0090] As such, by the operations of the third clutch CL3 and the
second synchronizer SN2, the torque of the engine ENG is
transmitted to the first intermediate shaft CS1 while passing
through the engine output shaft EOS, the third input shaft IS3, the
third gear set GT3, the second synchronizer SN2, the second
intermediate shaft CS2, and the fifth gear set GT5.
[0091] And the torque of the first intermediate shaft CS1 is
transmitted to the differential DIFF through the output shaft OS by
the operation of the fourth clutch CL4, realizing the second
forward speed FD2.
The Third Forward Speed
[0092] In the third forward speed FD3, as shown in FIG. 2, the
second intermediate shaft CS2 and the first shifting gear SG1 are
synchronously connected by the operation the sleeve SLE1 of the
first synchronizer SN1, and the first and fourth clutches CL1 and
CL4 are operated simultaneously.
[0093] As such, by the operation of the first clutch CL1 and the
first synchronizer SN1, the torque of the engine ENG is transmitted
to the first intermediate shaft CS1 while passing through the
engine output shaft EOS, the first input shaft IS1, the second gear
set GT2, and the first synchronizer SN1.
[0094] And the torque of the first intermediate shaft CS1 is
transmitted to the differential DIFF through the output shaft OS by
the operation of the fourth clutch CL4, realizing the third forward
speed FD3.
The Fourth Forward Speed
[0095] In the fourth forward speed FD4, as shown in FIG. 2, while
the first and second synchronizers SN1 and SN2 are in neutral
state, the second and fourth clutches CL2 and CL4 are operated
simultaneously.
[0096] As such, by the operations of the second clutch CL2, the
torque of the engine ENG is transmitted to the planet carrier PC of
the planetary gear set PG through the second input shaft IS2.
[0097] Furthermore, while the planetary gear set PG receives an
input torque through the planet carrier PC, the fifth gear set GT5,
the first intermediate shaft CS1, the output shaft OS, the sixth
gear set GT6, the torque mediating shaft TMS are interconnected by
the operation of the fourth clutch CL4. Therefore, the planetary
gear set PG forms a closed torque loop between the sun gear S and
the ring gear R, and outputs the torque of the planet carrier PC to
the differential DIFF through the output shaft OS, realizing the
fourth forward speed FD4.
The Fifth Forward Speed
[0098] In the fifth forward speed FDS, as shown in FIG. 2, the
second intermediate shaft CS2 and the first shifting gear SG1 are
synchronously connected by the operation the sleeve SLE1 of the
first synchronizer SN1, and the first clutch and second clutch CL1
and CL2 are operated simultaneously.
[0099] As a result, by the operation of the first clutch CL1 and
the first synchronizer SN1, the torque of the engine ENG partially
passes through the first input shaft IS1, the second gear set GT2,
the first synchronizer SN1, first the intermediate shaft CS1, and
fifth gear set GT5, and is transmitted to the sun gear S of the
planetary gear set PG.
[0100] Furthermore, by the operation of the second clutch CL2, the
torque of the engine ENG partially passes through the second input
shaft IS2, and is transmitted to the planet carrier PC of the
planetary gear set PG.
[0101] As such, the planetary gear set PG forms a shifted torque by
a rotation speed difference between the sun gear S and the planet
carrier PC, and outputs the shifted toque to the differential DIFF
through the output shaft OS, realizing the fifth forward speed
FD5.
The Sixth Forward Speed
[0102] In the sixth forward speed FD6, as shown in FIG. 2, the
second intermediate shaft CS2 and the fourth shifting gear SG4 are
synchronously connected by the operation of the sleeve SLE2 of the
second synchronizer SN2 and the second and third clutches CL2 and
CL3 are operated simultaneously.
[0103] As a result, by the operation of the second clutch CL2, the
torque of the engine ENG partially passes through the second input
shaft IS2, and is transmitted to the planet carrier PC of the
planetary gear set PG.
[0104] Furthermore, by the operation of the third clutch CL3 and
the second synchronizer SN2, the torque of the engine ENG partially
passes through the third input shaft IS3, the third gear set GT3,
the second intermediate shaft CS2, the second synchronizer SN2, and
the fifth gear set GT5, and is transmitted to the sun gear S of the
planetary gear set PG.
[0105] As such, the planetary gear set PG forms a shifted torque by
a rotation speed difference between the sun gear S and the planet
carrier PC, and outputs the shifted toque to the differential DIFF
through the output shaft OS, realizing the sixth forward speed
FD6.
The Seventh Forward Speed
[0106] In the seventh forward speed FD7, as shown in FIG. 2, the
first intermediate shaft CS1 and the first shifting gear SG1 are
synchronously connected by the operation of the sleeve SLE1 of the
first synchronizer SN1 and the first clutch and second clutch CL1
and CL2 are operated simultaneously.
[0107] As a result, by the operation of the first clutch CL1 and
the first synchronizer SN1, the torque of the engine ENG partially
passes through the first input shaft IS1, the first gear set GT1,
the first synchronizer SN1, the first intermediate shaft CS1, the
fifth gear set GT5, and the torque mediating shaft TMS, and is
transmitted to the sun gear S of the planetary gear set PG.
[0108] Furthermore, by the operation of the second clutch CL2, the
torque of the engine ENG partially passes through the second input
shaft IS2, and is transmitted to the planet carrier PC of the
planetary gear set PG.
[0109] As such, the planetary gear set PG forms a shifted torque by
a rotation speed difference between the sun gear S and the planet
carrier PC, and outputs the shifted toque to the differential DIFF
through the output shaft OS, realizing the seventh forward speed
FD7.
The Eighth Forward Speed
[0110] In the eighth forward speed FD8, as shown in FIG. 2, the
second intermediate shaft CS2 and the third shifting gear SG3 are
synchronously connected by the sleeve SLE2 of the second
synchronizer SN2 and the second and third clutches CL2 and CL3 are
simultaneously operated.
[0111] As a result, by the operation of the second clutch CL2, the
torque of the engine ENG partially passes through the second input
shaft IS2, and is transmitted to the planet carrier PC of the
planetary gear set PG.
[0112] Furthermore, by the operation of the third clutch CL3, the
torque of the engine ENG partially passes through the third input
shaft IS3, the third gear set GT3, the second intermediate shaft
CS2, the second synchronizer SN2, the fourth gear set GT4, the idle
shaft IDS, and the fifth gear set GT5, and is transmitted to the
sun gear S of the planetary gear set PG reversely.
[0113] As such, the planetary gear set PG outputs an increased
speed though the ring gear R and the output torque of the ring gear
R is transmitted through the sixth gear set GT6 and the output
shaft OS to the differential DIFF, realizing the eighth forward
speed FD8.
[0114] That is, the sun gear S reversely rotates and the torque of
the engine ENG is input to the planet carrier PC, so that the
increased rotation speed than in the seventh forward speed is
realized.
[0115] FIG. 3 is a schematic view of a power transmission apparatus
configured for a vehicle according to various exemplary embodiments
of the present invention.
[0116] Referring to FIG. 3, in various exemplary embodiments of the
present invention, a brake B1 is mounted between the first
intermediate shaft CS1 and transmission housing H in comparison
with the various exemplary embodiments of the present invention,
nine forward speeds and one reverse speed may be realized.
[0117] The various exemplary embodiments only differ from the
various exemplary embodiments in adding the brake B1, providing the
same shafting operation and effect, which is therefore not
described in further detail.
[0118] The brake B1 may be realized as multi-plate hydraulic
pressure friction device which is frictionally engaged by hydraulic
pressure, however, it may not be understood to be limited thereto,
since various other configuration that are electrically
controllable may be available.
[0119] FIG. 4 is a shifting operation chart for a power
transmission apparatus configured for a vehicle according to the
various exemplary embodiments of the present invention, and the
power transmission apparatus configured for a vehicle according to
the various exemplary embodiments performs shifting operation as
follows.
Reverse Speed
[0120] In reverse speed REV as shown in FIG. 4, the second
intermediate shaft CS2 and the third shifting gear SG3 are
synchronously connected by the sleeve SLE2 of the second
synchronizer SN2 and the third and fourth clutches CL3 and CL4 are
simultaneously operated.
[0121] The torque of engine ENG is transferred to the idle shaft
IDS passing through the engine output shaft EOS, the third input
shaft IS3, the third gear set GT3, the second intermediate shaft
CS2, the second synchronizer SN2, and the fourth gear set GT4 by
the operations of the third clutch CL3 and the second synchronizer
SN2.
[0122] And the torque of the idle shaft IDS is transmitted to the
differential DIFF through the fifth gear set GT5 and the output
shaft OS by the operation of the fourth clutch CL4, realizing the
reverse speed REV.
The First Forward Speed
[0123] In the first forward speed FD1, as shown in FIG. 4, the
first intermediate shaft CS1 and the first shifting gear SG1 are
synchronously connected by the operation of the sleeve SLE1 of the
first synchronizer SN1 and the first and fourth clutches CL1 and
CL4 are operated simultaneously.
[0124] As such, by the operation of the first clutch CL1 and the
first synchronizer SN1, the torque of the engine ENG is transmitted
to the first intermediate shaft CS1 while passing through the
engine output shaft EOS, the first input shaft IS1, the first gear
set GT1, and the first synchronizer SN1.
[0125] And the torque of the first intermediate shaft CS1 is
transmitted to the differential DIFF through the output shaft OS by
the operation of the fourth clutch CL4, realizing the first forward
speed FD1.
The Second Forward Speed
[0126] In the second forward speed FD2, as shown in FIG. 4, the
second intermediate shaft CS2 and the fourth shifting gear SG4 are
synchronously connected by the operation of the sleeve SLE2 of the
second synchronizer SN2 and the third and fourth clutches CL3 and
CL4 are operated simultaneously.
[0127] As such, by the operations of the third clutch CL3 and the
second synchronizer SN2, the torque of the engine ENG is
transmitted to the first intermediate shaft CS1 while passing
through the engine output shaft EOS, the third input shaft IS3, the
third gear set GT3, the second synchronizer SN2, the second
intermediate shaft CS2, and the fifth gear set GT5.
[0128] And the torque of the first intermediate shaft CS1 is
transmitted to the differential DIFF through the output shaft OS by
the operation of the fourth clutch CL4, realizing the second
forward speed FD2.
The Third Forward Speed
[0129] In the third forward speed FD3, as shown in FIG. 4, the
second intermediate shaft CS2 and the first shifting gear SG1 are
synchronously connected by the operation the sleeve SLE1 of the
first synchronizer SN1, and the first and fourth clutches CL1 and
CL4 are operated simultaneously.
[0130] As such, by the operation of the first clutch CL1 and the
first synchronizer SN1, the torque of the engine ENG is transmitted
to the first intermediate shaft CS1 while passing through the
engine output shaft EOS, the first input shaft IS1, the second gear
set GT2, and the first synchronizer SN1.
[0131] And the torque of the first intermediate shaft CS1 is
transmitted to the differential DIFF through the output shaft OS by
the operation of the fourth clutch CL4, realizing the third forward
speed FD3.
The Fourth Forward Speed
[0132] In the fourth forward speed FD4, as shown in FIG. 4, while
the first and second synchronizers SN1 and SN2 are in neutral
state, the second and fourth clutches CL2 and CL4 are operated
simultaneously.
[0133] As such, by the operations of the second clutch CL2, the
torque of the engine ENG is transmitted to the planet carrier PC of
the planetary gear set PG through the second input shaft IS2.
[0134] Furthermore, while the planetary gear set PG receives an
input torque through the planet carrier PC, the fifth gear set GT5,
the first intermediate shaft CS1, the output shaft OS, the sixth
gear set GT6, the torque mediating shaft TMS are interconnected by
the operation of the fourth clutch CL4. Therefore, the planetary
gear set PG forms a closed torque loop between the sun gear S and
the ring gear R, and outputs the torque of the planet carrier PC to
the differential DIFF through the output shaft OS, realizing the
fourth forward speed FD4.
The Fifth Forward Speed
[0135] In the fifth forward speed FD5, as shown in FIG. 4, the
second intermediate shaft CS2 and the first shifting gear SG1 are
synchronously connected by the operation the sleeve SLE1 of the
first synchronizer SN1, and the first clutch and second clutch CL1
and CL2 are operated simultaneously.
[0136] As a result, by the operation of the first clutch CL1 and
the first synchronizer SN1, the torque of the engine ENG partially
passes through the first input shaft IS1, the second gear set GT2,
the first synchronizer SN1, first the intermediate shaft CS1, and
fifth gear set GT5, and is transmitted to the sun gear S of the
planetary gear set PG.
[0137] Furthermore, by the operation of the second clutch CL2, the
torque of the engine ENG partially passes through the second input
shaft IS2, and is transmitted to the planet carrier PC of the
planetary gear set PG.
[0138] As such, the planetary gear set PG forms a shifted torque by
a rotation speed difference between the sun gear S and the planet
carrier PC, and outputs the shifted toque to the differential DIFF
through the output shaft OS, realizing the fifth forward speed
FD5.
The Sixth Forward Speed
[0139] In the sixth forward speed FD6, as shown in FIG. 4, the
second intermediate shaft CS2 and the fourth shifting gear SG4 are
synchronously connected by the operation of the sleeve SLE2 of the
second synchronizer SN2 and the second and third clutches CL2 and
CL3 are operated simultaneously.
[0140] As a result, by the operation of the second clutch CL2, the
torque of the engine ENG partially passes through the second input
shaft IS2, and is transmitted to the planet carrier PC of the
planetary gear set PG.
[0141] Furthermore, by the operation of the third clutch CL3 and
the second synchronizer SN2, the torque of the engine ENG partially
passes through the third input shaft IS3, the third gear set GT3,
the second intermediate shaft CS2, the second synchronizer SN2, and
the fifth gear set GT5, and is transmitted to the sun gear S of the
planetary gear set PG.
[0142] As such, the planetary gear set PG forms a shifted torque by
a rotation speed difference between the sun gear S and the planet
carrier PC, and outputs the shifted toque to the differential DIFF
through the output shaft OS, realizing the sixth forward speed
FD6.
The Seventh Forward Speed
[0143] In the seventh forward speed FD7, as shown in FIG. 4, the
first intermediate shaft CS1 and the first shifting gear SG1 are
synchronously connected by the operation of the sleeve SLE1 of the
first synchronizer SN1 and the first clutch and second clutch CL1
and CL2 are operated simultaneously.
[0144] As a result, by the operations of the first clutch CL1 and
the first synchronizer SN1, the torque of the engine ENG partially
passes through the first input shaft IS1, the first gear set GT1,
the first synchronizer SN1, the first intermediate shaft CS1, the
fifth gear set GT5, and the torque mediating shaft TMS, and is
transmitted to the sun gear S of the planetary gear set PG.
[0145] Furthermore, by the operation of the second clutch CL2, the
torque of the engine ENG partially passes through the second input
shaft IS2, and is transmitted to the planet carrier PC of the
planetary gear set PG.
[0146] As such, the planetary gear set PG forms a shifted torque by
a rotation speed difference between the sun gear S and the planet
carrier PC, and outputs the shifted toque to the differential DIFF
through the output shaft OS, realizing the seventh forward speed
FD7.
The Eighth Forward Speed
[0147] In the eighth forward speed FD8, as shown in FIG. 4, while
the first and second synchronizers SN1 and SN2 are in neutral
state, the second clutch CL2 and the brake B1 are operated
simultaneously.
[0148] As such, by the operation of the second clutch CL2, the
torque of the engine ENG is transmitted to the planet carrier PC of
the planetary gear set PG through the second input shaft IS2, and
by the operation of the brake B1 the sun gear S of the planetary
gear set PG connected to the brake B1 though the first intermediate
shaft CS1, the fifth gear set GT5, and the torque mediating shaft
TMS acts as a fixed element.
[0149] Furthermore, while the planetary gear set PG receives an
input torque through the planet carrier PC, the sun gear S of the
planetary gear set PG acts as a fixed element by the operation of
the brake BK1. Thus, the planetary gear set PG outputs an increased
speed through the ring gear R to the differential DIFF, realizing
the eighth forward speed FD8.
The Ninth Forward Speed
[0150] In the ninth forward speed FD9, as shown in FIG. 4, the
second intermediate shaft CS2 and the third shifting gear SG3 are
synchronously connected by the sleeve SLE2 of the second
synchronizer SN2 and the second and third clutches CL2 and CL3 are
simultaneously operated.
[0151] As a result, by the operation of the second clutch CL2, the
torque of the engine ENG partially passes through the second input
shaft IS2, and is transmitted to the planet carrier PC of the
planetary gear set PG.
[0152] Furthermore, by the operation of the third clutch CL3, the
torque of the engine ENG partially passes through the third input
shaft IS3, the third gear set GT3, the second intermediate shaft
CS2, the second synchronizer SN2, the fourth gear set GT4, the idle
shaft IDS, and the fifth gear set GT5, and is transmitted to the
sun gear S of the planetary gear set PG reversely.
[0153] As such, the planetary gear set PG outputs an increased
speed though the ring gear R and the output torque of the ring gear
R is transmitted through the sixth gear set GT6 and the output
shaft OS to the differential DIFF, realizing the ninth forward
speed FD9.
[0154] That is, the sun gear S reversely rotates and the torque of
the engine ENG is input to the planet carrier PC, so that the
increased rotation speed than in the eighth forward speed is
realized.
[0155] In the various exemplary embodiments of the present
invention, the eighth forward speed where the brake B1 is operated
is added in comparison with the various exemplary embodiments of
the present invention, nine forward speeds and one reverse speed
may be realized.
[0156] FIG. 5 is a schematic view of a power transmission apparatus
configured for a vehicle according to various exemplary embodiments
of the present invention.
[0157] Referring to FIG. 5 in various exemplary embodiments of the
present invention, a motor/generator MG as an auxiliary power
source is added in comparison with the various exemplary
embodiments of the present invention, fixed nine forward speeds and
one reverse speed, an e-CVT mode and an electric vehicle (EV) mode
may be realized.
[0158] The motor/generator MG may act as a motor and also as a
generator, and may include a stator ST and a rotor RT, where the
stator ST is fixed to the transmission housing H and the rotor RT
is rotatably supported within the stator ST.
[0159] A fourth input gear IG4 fixedly connected to a motor shaft
MS of the motor/generator MG is external gear connected to the
second idle gear IDG2 on the idle shaft IDS.
[0160] FIG. 6 is a shifting operation chart for a power
transmission apparatus configured for a vehicle according to the
various exemplary embodiments of the present invention, and the
power transmission apparatus configured for a vehicle according to
the various exemplary embodiments performs shifting operation as
follows.
[0161] In the various exemplary embodiments of the present
invention, since fixed nine forward speeds and one reverse speed
are realized as described in the various exemplary embodiments of
the present invention, and thus detailed description of the fixed
nine forward speeds and one reverse speed will be omitted.
e-CVT Mode
[0162] In the e-CVT mode, as shown in FIG. 6, while the first and
second synchronizers SN1 and SN2 are in neutral state, the second
clutch CL2 is operated.
[0163] As such, by the operations of the second clutch CL2, the
torque of the engine ENG is transmitted to the planet carrier PC of
the planetary gear set PG through the second input shaft IS2, and
the torque of the motor/generator MG is transmitted to the sun gear
S of the planetary gear set PG through the fifth gear set GT5 and
the torque mediating shaft TMS.
[0164] As such, the planetary gear set PG forms a shifted torque by
a rotation speed difference between the sun gear S and the planet
carrier PC, and outputs the shifted toque to the differential DIFF
through the output shaft OS, realizing the e-CVT mode.
[0165] At the present time, the rotational power of the
motor/generator MG is controllable so that the engine can operate
at the optimum efficiency operating point.
EV Mode
[0166] In the EV mode, as shown in FIG. 6, while the engine ENG
stops and the first and second synchronizers SN1 and SN2 are in
neutral state, the fourth clutch CL4 is operated.
[0167] As such, the torque of the motor/generator MG is transmitted
to the first intermediate shaft CS1 through the fifth gear set GT5,
and by the operation of the fourth clutch CL4, the torque
transmitted to the first intermediate shaft CS1 is transmitted to
the differential DIFF through the output shaft OS, realizing the EV
mode.
[0168] At the present time, when the motor/generator MG rotates in
the forward direction thereof, the forward running may be
performed, and when the motor/generator MG rotates in the reverse
direction thereof, the reverse running travel may be performed.
[0169] FIG. 7 is a schematic view of a power transmission apparatus
configured for a vehicle according to various exemplary embodiments
of the present invention.
[0170] Referring to FIG. 7, in various exemplary embodiments in
comparison with the various exemplary embodiments of the present
invention, the motor/generator MG is mounted backward of the engine
ENG, and thus an engine model, a parallel hybrid mode, and an
electric vehicle mode (EV mode) may be realized.
[0171] The motor/generator MG is mounted coaxial with the engine
output shaft EOS, an engine clutch ECL is mounted between the
engine output shaft EOS and the motor shaft MS, and the first,
second, third clutches CL1, CL2, and CL3 are mounted between the
first, second, third input shafts IS1, IS2, and IS3 and the motor
shaft MS respectively for selectively connecting the first, second,
third input shafts IS1, IS2, and IS3 to the motor shaft MS
respectively.
[0172] Thus, in the various exemplary embodiments of the present
invention, torques of the engine ENG and the motor/generator MG may
be selectively transmitted to the first, second, third input shafts
IS1, IS2, and IS3 or combined torque of the engine ENG and the
motor/generator MG may be transmitted to the first, second, third
input shafts IS1, IS2, and IS3 simultaneously.
[0173] The various exemplary embodiments only differ from the
various exemplary embodiments in the location of the
motor/generator MG and adding the engine clutch ECL, providing the
same shafting operation and effect, which is therefore not
described in further detail.
[0174] FIG. 8 is a shifting operation chart for a power
transmission apparatus configured for a vehicle according to the
various exemplary embodiments of the present invention, and the
power transmission apparatus configured for a vehicle according to
the various exemplary embodiments performs shifting operation as
follows.
Engine And Parallel Mode Reverse Speed
[0175] In engine and parallel mode reverse speed REV, as shown in
FIG. 8, the intermediate shaft CS and the third shifting gear SG3
are synchronously connected by the sleeve SLE2 of the second
synchronizer SN2, and the engine clutch ECL and the third and
fourth clutches CL3 and CL4 are operated.
[0176] As such, a torque of the engine ENG is input to the idle
shaft IDS through the engine output shaft EOS, the third input
shaft IS3, the third gear set GT3, the second intermediate shaft
CS2, the second synchronizer SN2, and the fourth gear set GT4.
[0177] And, by the operation of the fourth clutch CL4, the torque
of the idle shaft IDS is transmitted to the differential DIFF
through the fifth gear set GT5 and the output shaft OS, realizing
the engine and parallel mode reverse speed REV.
Engine And Parallel Mode The First Forward Speed
[0178] In the engine and parallel mode first forward speed FD1, the
first intermediate shaft CS1 and the first shifting gear SG1 are
synchronously connected by the sleeve SLE1 of the synchronizer SN1,
and the engine clutch ECL, the first and fourth clutches are
operated.
[0179] As such, the torque of the engine ENG is transmitted to the
first intermediate shaft CS1 through the engine output shaft EOS,
the first input shaft IS1, the first gear set GT1, and the first
synchronizer SN1.
[0180] And, by the operation of the fourth clutch CL4, the torque
of the first intermediate shaft CS1 is transmitted to the
differential DIFF through the output shaft OS, realizing the engine
and parallel mode first forward speed FD1.
Engine And Parallel Mode The Second Forward Speed
[0181] In the engine and parallel mode second forward speed FD2,
the second intermediate shaft CS2 and the fourth shifting gear SG4
are synchronously connected by the sleeve SLE2 of the second
synchronizer SN2, and the engine clutch ECL and the third and
fourth clutches CL3 and CL4 are operated.
[0182] As such, the torque of the engine ENG is transmitted to the
first intermediate shaft CS1 through the engine output shaft EOS,
the third input shaft IS3, the third gear set GT3, the second
synchronizer SN2, the second intermediate shaft CS2, and the fifth
gear set GT5 by the operations of the engine clutch ECL and the
third clutch CL3.
[0183] By the operation of the fourth clutch CL4, the torque of the
first intermediate shaft CS1 is transmitted to the differential
DIFF through the output shaft OS, realizing the engine and parallel
mode second forward speed FD2.
Engine And Parallel Mode The Third Forward Speed
[0184] In engine and parallel mode the third forward speed FD3, the
second shifting gear SG2 and the first intermediate shaft CS1 are
synchronously connected by the sleeve SLE1 of the first
synchronizer SN1, and the engine clutch ECL and the first and the
fourth clutches CL1 and CL4 are operated.
[0185] As such, the torque of the engine ENG is transmitted to the
first intermediate shaft CS1 through the engine output shaft EOS,
the first input shaft IS1, the second gear set GT2, and the first
synchronizer SN1 by the operations of the engine clutch ECL, the
first clutch CL1 and the first synchronizer SN1.
[0186] By the operation of the fourth clutch CL4, the torque of the
first intermediate shaft CS1 is transmitted to the differential
DIFF through the output shaft OS, realizing the engine and parallel
mode third forward speed FD3.
Engine And Parallel Mode The Fourth Forward Speed
[0187] In the engine and parallel mode fourth forward speed FD4,
the first and second synchronizers SN1 and SN2 are neutral, and the
engine clutch ECL and the second and fourth clutches CL2 and CL4
are operated.
[0188] The torque of the engine ENG is input to the planet carrier
PC of the planetary gear set PG through the second input shaft IS2
by the operations of the engine clutch ECL and the second clutch
CL2.
[0189] Furthermore, while the planetary gear set PG receives an
input torque through the planet carrier PC, the fifth gear set GT5,
the first intermediate shaft CS1, the output shaft OS, the sixth
gear set GT6, the torque mediating shaft TMS are interconnected by
the operation of the fourth clutch CL4. Therefore, the planetary
gear set PG forms a closed torque loop between the sun gear S and
the ring gear R, and outputs the torque of the planet carrier PC to
the differential DIFF through the output shaft OS, realizing the
engine and parallel mode fourth forward speed FD4.
Engine And Parallel Mode The Fifth Forward Speed
[0190] In the engine and parallel mode the fifth forward speed FDS,
the second intermediate shaft CS2 and the first shifting gear SG1
are synchronously connected by the operation the sleeve SLE1 of the
first synchronizer SN1, and the engine clutch ECL, the first clutch
and second clutch CL1 and CL2 are operated simultaneously.
[0191] As a result, by the operations of the engine clutch ECL, the
first clutch CL1 and the first synchronizer SN1, the torque of the
engine ENG partially passes through the first input shaft IS1, the
second gear set GT2, the first synchronizer SN1, first the
intermediate shaft CS1, and fifth gear set GT5, and is transmitted
to the sun gear S of the planetary gear set PG.
[0192] Furthermore, by the operation of the second clutch CL2, the
torque of the engine ENG partially passes through the second input
shaft IS2, and is transmitted to the planet carrier PC of the
planetary gear set PG.
[0193] As such, the planetary gear set PG forms a shifted torque by
a rotation speed difference between the sun gear S and the planet
carrier PC, and outputs the shifted toque to the differential DIFF
through the output shaft OS, realizing the engine and parallel mode
the fifth forward speed FD5.
Engine And Parallel Mode The Sixth Forward Speed
[0194] In the engine and parallel mode the sixth forward speed FD6,
the second intermediate shaft CS2 and the fourth shifting gear SG4
are synchronously connected by the operation of the sleeve SLE2 of
the second synchronizer SN2 and the engine clutch ECL, and the
second and third clutches CL2 and CL3 are operated
simultaneously.
[0195] As a result, by the operations of the engine clutch ECL and
the second clutch CL2, the torque of the engine ENG partially
passes through the second input shaft IS2, and is transmitted to
the planet carrier PC of the planetary gear set PG.
[0196] Furthermore, by the operation of the third clutch CL3 and
the second synchronizer SN2, the torque of the engine ENG partially
passes through the third input shaft IS3, the third gear set GT3,
the second intermediate shaft CS2, the second synchronizer SN2, and
the fifth gear set GT5, and is transmitted to the sun gear S of the
planetary gear set PG.
[0197] As such, the planetary gear set PG forms a shifted torque by
a rotation speed difference between the sun gear S and the planet
carrier PC, and outputs the shifted toque to the differential DIFF
through the output shaft OS, realizing the engine and parallel mode
the sixth forward speed FD6.
Engine And Parallel Mode The Seventh Forward Speed
[0198] In the engine and parallel mode the seventh forward speed
FD7, the first intermediate shaft CS1 and the first shifting gear
SG1 are synchronously connected by the operation of the sleeve SLE1
of the first synchronizer SN1 and the engine clutch ECL and the
first clutch and second clutch CL1 and CL2 are operated
simultaneously.
[0199] As a result, by the operations of the engine clutch ECL, the
first clutch CL1 and the first synchronizer SN1, the torque of the
engine ENG partially passes through the first input shaft IS1, the
first gear set GT1, the first synchronizer SN1, the first
intermediate shaft CS1, the fifth gear set GT5, and the torque
mediating shaft TMS, and is transmitted to the sun gear S of the
planetary gear set PG.
[0200] Furthermore, by the operation of the second clutch CL2, the
torque of the engine ENG partially passes through the second input
shaft IS2, and is transmitted to the planet carrier PC of the
planetary gear set PG.
[0201] As such, the planetary gear set PG forms a shifted torque by
a rotation speed difference between the sun gear S and the planet
carrier PC, and outputs the shifted toque to the differential DIFF
through the output shaft OS, realizing the engine and parallel mode
the seventh forward speed FD7.
Engine And Parallel Mode The Eighth Forward Speed
[0202] In the engine and parallel mode the eighth forward speed
FD8, while the first and second synchronizers SN1 and SN2 are in
neutral state, the engine clutch ECL, the second clutch CL2 and the
brake B1 are operated simultaneously.
[0203] As such, by the operations of the engine clutch ECL and the
second clutch CL2, the torque of the engine ENG is transmitted to
the planet carrier PC of the planetary gear set PG through the
second input shaft IS2, and by the operation of the brake B1 the
sun gear S of the planetary gear set PG connected to the brake B1
though the first intermediate shaft CS1, the fifth gear set GT5,
and the torque mediating shaft TMS acts as a fixed element.
[0204] Furthermore, while the planetary gear set PG receives an
input torque through the planet carrier PC, the sun gear S of the
planetary gear set PG acts as a fixed element by the operation of
the brake BK1. Thus, the planetary gear set PG outputs an increased
speed through the ring gear R to the differential DIFF, realizing
the engine and parallel mode the eighth forward speed FD8.
Engine And Parallel Mode The Ninth Forward Speed
[0205] In the engine and parallel mode the ninth forward speed FD9,
the second intermediate shaft CS2 and the third shifting gear SG3
are synchronously connected by the sleeve SLE2 of the second
synchronizer SN2 and the engine clutch ECL and the second and third
clutches CL2 and CL3 are simultaneously operated.
[0206] As a result, by the operations of the engine clutch ECL and
the second clutch CL2, the torque of the engine ENG partially
passes through the second input shaft IS2, and is transmitted to
the planet carrier PC of the planetary gear set PG.
[0207] Furthermore, by the operation of the third clutch CL3, the
torque of the engine ENG partially passes through the third input
shaft IS3, the third gear set GT3, the second intermediate shaft
CS2, the second synchronizer SN2, the fourth gear set GT4, the idle
shaft IDS, and the fifth gear set GT5, and is transmitted to the
sun gear S of the planetary gear set PG reversely.
[0208] As such, the planetary gear set PG outputs an increased
speed though the ring gear R and the output torque of the ring gear
R is transmitted through the sixth gear set GT6 and the output
shaft OS to the differential DIFF, realizing the engine and
parallel mode the ninth forward speed FD9.
[0209] That is, the sun gear S reversely rotates and the torque of
the engine ENG is input to the planet carrier PC, so that the
increased rotation speed than in the eighth forward speed is
realized.
[0210] In the operation description of the various exemplary
embodiments of the present invention, it is assumed that the engine
ENG is to be driven as a driving source. However, if the torque of
the motor/generator MG is controlled to act as an assist torque,
the parallel hybrid mode may be realized.
[0211] In the electric vehicle mode (EV mode), after releasing the
engine clutch ECL, a vehicle may be driven using the
motor/generator MG as a driving source. At the instant time, the
shift processes one reverse speed and nine forward speeds are
performed in the same manner as the engine and the parallel mode,
and therefore, the detailed description is omitted.
[0212] The power transmission apparatus configured for a vehicle
according to the various exemplary embodiments of the present
invention may realize eight forward speeds and one reverse speed by
adding one planetary gear set in a dual clutch transmission
structure and simplify its internal structure by reducing the
number of components, improving fuel economy by minimizing the
weight, and improve the mountability by reducing the volume.
[0213] The power transmission apparatus configured for a vehicle
according to the various exemplary embodiments of the present
invention may realize nine forward speeds and one reverse speed by
further adding one brake to the power transmission apparatus
configured for a vehicle according to the various exemplary
embodiments of the present.
[0214] The power transmission apparatus configured for a vehicle
according to the various exemplary embodiments of the present
invention may realize e-CVT mode by further adding one
motor/generator to the power transmission apparatus configured for
a vehicle according to the various exemplary embodiments of the
present.
[0215] The power transmission apparatus configured for a vehicle
according to the various exemplary embodiments of the present
invention may realize the electric vehicle mode and the parallel
hybrid mode by changing a position of the motor/generator of the
power transmission apparatus configured for a vehicle according to
the various exemplary embodiments of the present.
[0216] For convenience in explanation and accurate definition in
the appended claims, the terms "upper", "lower", "inner", "outer",
"up", "down", "upwards", "downwards", "front", "rear", "back",
"inside", "outside", "inwardly", "outwardly", "internal",
"external", "inner", "outer", "forwards", and "backwards" are used
to describe features of the exemplary embodiments with reference to
the positions of such features as displayed in the figures. It will
be further understood that the term "connect" or its derivatives
refer both to direct and indirect connection.
[0217] The foregoing descriptions of specific exemplary embodiments
of the present invention have been presented for purposes of
illustration and description. They are not intended to be
exhaustive or to limit the present invention to the precise forms
disclosed, and obviously many modifications and variations are
possible in light of the above teachings. The exemplary embodiments
were chosen and described to explain certain principles of the
present invention and their practical application, to enable others
skilled in the art to make and utilize various exemplary
embodiments of the present invention, as well as various
alternatives and modifications thereof. It is intended that the
scope of the present invention be defined by the Claims appended
hereto and their equivalents.
* * * * *